kendall



.0. B. KENDALL. Steam Railway-Brake.

No. 224,293. Patented Feb. 10 1880. 2'

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UNITED STATES OFFICE.

ORSON BJKENDALn F BUFFALO, NEW vonmlAssreNon To THE INTER: NATIONAL RAILWAY SUPPLY COMPANY, OF MONTREAL, CANADA.

i STEAM-RAILWAY BRAKE.

sPEcIFIcA'rIo forming part of Letters Patent QNo. 224,293, dated February 10, 1880.

' Applicationfiled July 7,1879 g y To all whom it may concern j 5 H Be it known that I, ORSON BRANGH'KEN- DALL, of the city of Buflalo,in the county of Erie and State of New York, one of the United States of America, have invented certain new and useful Improvements in Steam-Railway Brakes; and I do hereby declare that the following is a full, clear, and exact description of the same. i

My invention has reference to that class of brakes which are operatedby steam under the control of the locomotive-driver and. act simultaneously on the wheels of the cars, its object being to produce a brake which shall be easily worked, direct and instantaneous in its action, either when put on or thrown ofl, and hold the wheels rigidly when applied. A c This I propose to effect by placing under the tender or the 'cab of the locomotive one'or more cylinders, (if more than one, arranged side by side,) these cylinders being constructed in the ordinary way, with steam-chests, slide or rotary valves, 8220., and the stroke of the piston operating, through connecting-rods or arms and cranks, to rotate a shaft set parallel to the axles, and having mounted on it a worm, this worm, through a worm-gear, rotating a continuous an gling-shaft, on which it is keyed, this shaft being made up of sections coupled together and carried in bearers or hangers underneath the cars, so as to wind up thereon all the brake-chains, and thus apply the shoes, intermediate sheave or draft levers being arranged in combination with these, so as to communicate the action ina direct line to the brake-levers.

I also provide, for governing the action of the steam-valves, the usual eccentric straps and rodst. 0., link-motion-with levers to operate these andthrow the brakes on or olf; but for fuller comprehension of my invention reference must be had to the annexed drawings, in Whichi Figure 1 shows a plan view, looking up, of the operating apparatus; Fig. 2, a longitudinal section of the same on line 1 1, Fig. 1 Fig. 3, a plan of the arrangement of shaftin g Figs.

4 and 5, details of indicator, and Fig. 6 a dc tail of coupling.

Similar letters of reference indicate like parts.

A A are two cylinders, placed preferably under the cab or tender of the locomotive, and of any suitable diameter and stroke of piston, B B being the piston-rods, running in proper guides b, and O O the cross-heads, to which are attached the arms'or rods DD,connected tocranks D D, secured on the transverse or crank shaft E, which is carried in hangers; or the whole apparatus may be inclosed in a frame, Z, in which may be formed the bearingsfor the ,differentparts. Thisshaft E has mounted upon it a worm, F, intermeshing with and rotating a worm-gear. G, secured on the continnous angling brake-shaft H, (to be hereinafter more particularly described,) thereby winding up on it, and by reverse action unwinding the brake-chains.

I I are the steam-chests, (the valves in this instance being shown rotary, but they may be the ordinary slide-valve, with usual link, &c.,) K being the links,L L the valve-cranks, and M M M arms, levers, and counter-shafting for reversing the stroke of engine. N N are the rods imparting motion to the valve-cranks from the eccentrics O 0, set on the crank-shaft E.

The parts above alluded to are, with the exception of the transverse or crank shaft E, continuous angling brake-shaft H, and the gearing transmitting motion from the'one to the other, practically thesame as in the locomotive itself, and the operation identical as when the valves admitting steam into these cylinders are open.

The brakes are put on by the rotation of the cranks and continuous angling brakeshaft, constructed and arranged. as will now be described, and thrown off by'the action of the reverse-lever, and by cutting ofl' the steam the brakes are held firmly in either position.

The main sections of the continuous an glingshaft H are carried in any suitable hangers or which corresponds in section, and is formed with a diaphragm, Q, dividing it into two unequal chambers, the bar entering the smaller of these being secured in place bya chain and snap or links, &c., and the other bar being free to move in the larger chamber, thus allowing for the change in the position of the cars relatively toeach other, these square bars P P (which may, if desired, be of any section corresponding to the interior of the sleeve Q) and the sleeves Q being eitheror both arranged in proper hangers or bearings, so as to bring them directly under the draw-bars and in a line therewith in order to give a central connection, thereby producing a continuous line of shaftin g, the sections of which are partly in line and partly at an angle with each other.

To secure the direct draft on the brake-lever, I attach to the shaft H, by a clasp or in any other suitable way, a chain, It, the other end of which is attached to the periphery of a pulley, S, carried in any suitable way, S being a smaller pulley of any required proportional size to S, and either made in one therewith or arranged to rotate with it simultaneously, and having secured on its periphery the brakeohain proper, R, giving a direct pull on the brake-lever and acting as an angle-lever. A pair of miter-gears, U U, arranged, where shown, on the shaft H, and a vertical shaft, V, will give motion to this latter, and thence through a similar miter-gear, V, to a crownwheel, W, which carries round with it, on a spindle, X, a pointer, X, showing on the face of a dial-plate, Y, how many turns of the brakeshaft have been made, so as to judge of the amount of pressure. This dial, with indicator,

may be inclosed in any casing, and is preferably placed in the cab of the locomotive as a guide to the driver or whoever operates the brake.

Although I have described an apparatus which will be found most efficient for applying the powerto the brakes, it must be understood that I do not confine myself to the exact construction shown, as it may be altered in varying circumstances and one or more than two cylinders be used and the ordinary slide or any other valve, as before mentioned.

Having thus described my invention, what I claim is as follows:

1. In a steam-railway brake, the combination, with a continuous angling brake-shaft, of a transverse shaft imparting motion to it through worm-gearing, and rotated in either direction by the piston-rods of one or more cylinders constructed in the usual way, all arranged substantially as herein set forth.

2. The combination, in a continuous brakeshaft, of the main sections H and the anglingshafts H and bars P P, all being coupled by universal joints, and the bars being connected by sleeves Q, the whole constructed, arranged, and operating substantially as herein set forth.

3. The combination, with the main section H, of chain wound thereon, and connected to sheave or pulley S, pulleyS, brake-chain R, and brake-lever, all substantially as herein described. Y

4. In combination with a continuous brakeshaft rotated through worm-gearin g by a transverse shaft operated by the the piston-rods of one or more cylinders, a vertical shaft rotated through miter-gears and revolving a crownwheel and pointer, so as to indicatethe pressure of the brakes, all as herein set forth.

ORSON BRANCH KENDALL.

Witnesses PETER R. MILLER, Fans. HY. REYNOLDS. 

